Automatic train-stop mechanism.



W. E. LAWN 6; J. A. RYAN.

AUTOMATIC TRAIN STOP MECHANISM. I I APPLICATION FILED MAR. 14, 1914.1,215,390. Patented Feb.13,1917.

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w. E. LAWN & J. RYAN. AUTOMATIG TRAIN STOP MECHANISM.

APPLICATION FILED MAR- 14, I914- 1,215,390. Patented Feb. 13, 1917.

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W. E. LAWN & J. A. RYAN.

AUTOMATIC mm STOP MECHANISM. r v

APPLICATION FILED MAR. 14, 19M.

Patented Feb. 13, 1917.

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WILLIAM E. LAWN AND JAMES A. RYAN, OF ROCHESTER, NEW YORK, ASSIGNORS TOAUTOMATIC RAILROAD APPLIANCES CO. INC., OF ROCHESTER, YORK, A COR-PORATION OF NEW YORK.

AUTOMATIC TRAIN-STOP MECHANISM.

Specification of Letters Patent.

Patented Feb. 13, 1917.

To all whom it may concern:

Be it known that we, WILLIAM E. LAWN and JAMEs A. RYAN,-botl1'ofRochester, in the county of Monroe and State of New York, have inventedcertain new and useful Improvements in'Automatic Train- Stop Mechanisms;and we do hereby declare the following to be a full,clear, and exactdescription of the same, reference being had to the accompanyingdrawings, forming a part of this specification, and to thereference-numerals marked thereon.

Our invention relates to automatic train stop mechanisms with particularreference to mechanically controlled devices for stopping a train by theapplication of the brakes, when a predetermined condition exists, and ithas for its object to provide a structure of simple form andarrangement, and that can be relied upon for a certain operation at alltimes. A further purpose of the invention consists in affording acombination that requires a small number of parts arranged in such amanner as to enable the engineer to maintain a complete and perfectcontrol over the apparatus at all times. Still another object of ourimprovement resides in affording an arrangement whereby the train may bebrought to a standstill either through the regular or service system orthrough the emergency system, depending upon the particular conditions.A further object resides in placing the apparatus under the control ofthe engineer, so that he may be enabled to pass a danger condition, ifdesirable, without efi'ecting an automatic setting of the brakes. Tothese and other ends the invention consists in certain improvements andcombinations of parts all as will be hereinafter more fully described,the novel features being pointed out in the claims atthe end of thespecification.

In the drawings:

Figure 1 is a side elevation, showing the rear part of a locomotiveequipped with our invention;

Fig. 2 is a sectional view on the line 2 2' 0f Fig. 1;

Fig. 3 is an enlarged side elevation of the apparatus;

Fig. 4 is a sectional view on the line 4*-4= of Fig. 3;

Fig. 5 is an enlarged sectional view through the controlling valve andeasing;

Fig. 6 is a plan view of the parts;

Fig. 7 is a viewin end elevation. looking to the right of Fig. 3, andFig. 8 is a sectional view on the line 8 8 of Fig. 3.

Similar reference numerals in the several figures indicate thesameparts.

In carrying out our invention, we provide means connected with the airbrake system so as to control a train either by a service application orby an emergency application of the brakes, as determined by apreliminary adjustment, and We connect the controlling devices both tothe service pipe and to the emergency pipe so that they may be placedselectively under the control of the operating devices. In the presentembodiment, A designates the equalizing reservoir which is connected bythe pipe a with the valve casing to be described hereinafter. When it isdesired to stop thevtrain by a service application of the brakes thepressure is reduced in the reservoirv A, and a is a handvalvejforfcutting ofl the reservoir A from the controlling devices whenit is desired to make only an einergency'application. The latteroperation is efiected'by reducing pressure in the emergency pipe B,which is connected with the valve casing before mentioned by the pipe 6,the latter being provided with a hand valve 12 for cutting it oft fromthe automatic controlling devices.

The casing referred to is designated at C, and is of annular formationas shown, to support the valve D which is preferably in the form of asleeve rotatably and slidably arranged on the casing. In Fig. 4, thevalve is shown in closed position, while in Fig. 5 it is shown open topermit reduction of air pressure in the system. The valve comprises aremovable head d having openings 0? extending therethrough andanenlargement d adapted to cooperate with I a seat formed on theend ofthe service pipe 0;, to

maintain pressure ,in'said pipe when the provided at its end, within thecasing with a sleeve a forming a chamber around the end of the pipe andconnnunicating with the interior thereof by means of openings a thepurpose of this construction being'to prevent freezing between the valveand the end of the pipe 0;, which would otherwise tend to interfere withthe proper operation of the mechanism when subjected to cold.

In order to move the valve B longitudinally on the casing C, we providemeans for rotating the valve as will now be described, and also provideit with projections d", which engage cam slots (Z in the valve casing soas to impart the necessary longitudinal movement to the valve as it isrotated. The valve carries an arm (Z which lies normally in the positionshown in Fig.3,and is adapted to be moved to the position shown indotted lines where it is held by a spring actuated latch (Z pivoted at6Z8 and controlled by the spring cl". The latc h d cooperates with thestop or projection (Z formed on the arm (Z so thatwhen the arm is raisedby the operating means, it will be held in such position and thus insureapplication of the brakes. E is a lever pivotally mounted on a bracket Ewhich is carried by the frame E the free end of the lever being arrangedto engage and operate the arm cl. The lever E is movable between stops0' and c and is provided with a buffer 0 00-- operating with the upperstop. 6 is an adjustable slide mounted upon the lever E and adapted tocontact with the actuator which we will now describe.

The actuator embodies a rod F which is slidably mounted in a sleeve F,and rotatively carried by the rod F is a downwardly projecting bracket 7provided at its end with an upwardly extending arm 7, adapted to engagethe base of the slide 6 The arm f embodies a guideway to receive anadjustable bar f carrying a foot f at its lowermost end which is adaptedto engage a specially constructed stationary or other abutment orroadside member. The bar f is provided with a series of notches f bywhich it be adjusted within the guideway, being held in place by anadjusting bolt i cooperating with said notches. The abutment foreffecting the operation is of gradual inclination so as to engage thefoot 7" without causing too sudden jar of the parts, although it will beunderstood that the form and construtcion of the abutment which sets thecontrolling devices into operation is unimportant so far as concerns thepresent invention, which has todo particularly with the structure of thecontrolling devices on the train..

The rod F is slidable within the sleeve F,

the latter being slotted to receive the bracket f,- the purpose of suchlongitudinal adjustment being to enable the foot i to be moved away fromoperative relation with the abutment, in case the engineer should desireto pass the abutment without subjecting the admitted by the engineerwhen desirable.

It will be seen that when the parts are in normal position shown inFigs. 3 and 4, if pressure is admitted to the pipe 72,, the piston Hwill be moved along the cylinder H, carrying the actuator out of thepath of the abutment, and after the latter is passed, the actuator isreturned to its normal position by the spring it, upon cutting off thesupply of air pressure to the pipe 72 The normal position of theactuator is determined by a stop f which is engaged by a lug orextension f carried by the arm 7.

l Ve claim as our invention:

1. In an automatic train stop mechanism, the combination with theservice pipe and the emergency pipe of an air brake system, of a valvecontrolling both of said pipes, and automatically operable meansarranged on the train and having operative connection with the valve.

2. In an automatic train stop mechanism, the combination with theservice pipe and theemergency pipe of an air brake system, said pipesterminating in an annular casing, of a rotary valve movable on saidcasing and controlling both of said pipes, and automatically operablemeans arranged on the train and operatively connected with the valve, 7

3. In an automatic train stop mechanism, the combination with a valvecontrolling the air brake system, of a pivoted lever cooperating withthe valve, and an actuator in engagement with the lever and providedwith a shoe adapted to engage a stationary abutment while the train ismoving, the actuator being laterally adjustable to move the shoe outofcooperative relation with the stationary abutment.

4. In an automatic train stop mechanism, the combination with a valvecontrolling the air brake system, of an actuator operatively connectedwith the valve and provided with a shoe adapted to engage a stationaryabutment while the train is moving, the actuator being laterallyadjustable to move the shoe out of cooperative relation with thestationary abutment. f

5. In an automatic train stop mechanism, the combination with a valvecontrolling the air brake system, of a pivoted lever cooperatingwith-the valve, and an actuator in engagement with the lever andprovided with a shoe adapted to engage a stationary abutment while thetrain is moving, the actuator being laterally adjustable to move theshoe out of cooperative relation with the stationary abutment, and fluidpressure controlled means for adjusting the actuator.

6. In an automatic train stop mechanism, the combination with a valvecontrolling the air brake system, of an actuator operatively connectedwith the valve and provided with a shoe adapted to engage a stationaryabutment while the train is moving. the actuator being laterallyadjustable to 'move the shoe out of cooperative relation with thestationary abutment, and fluid pressure controlled means for adjustingthe actuator.

7. In an automatic train stop mechanism, the combination with a valvecontrolling the air brake system, of an actuator operatively connectedwith the valve and provided with a shoe adapted to engage a stationaryabutment while the train is moving, the actuator being rotatable toeffect operation of the valve and slidable laterallv to move the shoeout of operative relation with said abutment.

8. In an automatic train stop mechanism, the combination with a valvecontrolling the air brake system, of an actuator operatively connectedwith the valve and provided with a shoe adapted to engage a stationaryabutment while the train is moving, the actuator being rotatable toeffect operation of the valve and slidable laterally to move the shoeCopies of this patent may be obtained for out of operative relation withsaid abutment, and fluid pressure controlled means for adjusting theactuator.

9. In an automatic train stop mechanism,

the combination with a service and emergency pipes of an air brakesystem, of a single controlling means cooperating with both of saidpipes, and means on the train actuated by an abutment along the trackfor operating said controlling means.

10. In an automatic train stop mechanism, the combination with theservice and emergency pipes of an air brake system, of controlling meanscooperating with each of said pipes, and instrumentalities on the trainactuated by an abutment along the track for operating said controllingmeans.

11. In an automatic train stop mechanism, the combination with theservice and the emergency pipes of an air brake system, said pipesterminating in a casing, of a valve movable on said casing andcontrolling both said pipes, and' means on the train actuated by anabutment along the track for operating said valve.

WILLIAM E. LAWN. JAMES A. RYAN.

Witnesses:

HARRIET T. VAY, RUssELL B. GRIFFITH.

five cents each, by addressing the Commissioner of Patents,

Washington, I). G.

